EP0471623B1 - Aviation turboengine control responsive to temperature before turbine - Google Patents

Aviation turboengine control responsive to temperature before turbine Download PDF

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Publication number
EP0471623B1
EP0471623B1 EP91402245A EP91402245A EP0471623B1 EP 0471623 B1 EP0471623 B1 EP 0471623B1 EP 91402245 A EP91402245 A EP 91402245A EP 91402245 A EP91402245 A EP 91402245A EP 0471623 B1 EP0471623 B1 EP 0471623B1
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EP
European Patent Office
Prior art keywords
temperature
turbine
rotational speed
nhp
function generator
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP91402245A
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German (de)
French (fr)
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EP0471623A1 (en
Inventor
Jean-Pierre Maulat
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Safran Aircraft Engines SAS
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Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
SNECMA SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/46—Emergency fuel control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/05—Purpose of the control system to affect the output of the engine
    • F05D2270/051—Thrust

Definitions

  • the present invention relates to the regulation of an aviation turbomachine.
  • It relates more precisely to a temperature compensating device in front of the high pressure turbine of an aviation turbomachine with two bodies, intended to automatically and temporarily increase the thrust of said turbomachine in poor flight conditions, in particular at high ambient temperature and with a cold engine, said turbomachine being regulated at a constant set temperature behind the low pressure turbine by a regulation system.
  • the thrust is normally maximum when the pilot puts the control system of the turbomachine at full throttle.
  • the turbomachine is cold and / or when the ambient temperature is high. This occurs in particular during takeoff and during the approach phases, that is to say when the pilot needs the maximum thrust.
  • This lack of thrust is due to the fact that there is an insufficient temperature in front of the turbine during the powering up of the turbomachine and this lack of temperature in front of the turbine is all the greater as the ambient temperature is high or as the engine is thermally cold.
  • a gas turbine regulating device which makes it possible to correct the value of the set temperature when the ambient temperature is high.
  • FR-A-2 173 143 describes such a regulation installation which comprises a function generator 37, shown in detail in FIG. 3 of this document, which provides a correction law which is a function of the ratio of the speed of rotation of the turbine to gas at the square root of room temperature.
  • the disadvantage of this structure is that it does not take into account the thermal state of the machine during its ramp-up, which is particularly important for an aircraft during the take-off phase when the turbomachine is still cold.
  • the object of the present invention is to provide a compensating device of the type mentioned which is integrated into the turbomachine regulation system and which makes it possible to automatically improve the thrust of the turbomachine when it is cold and / or when the temperature ambient is high.
  • the device of the invention is characterized in that it comprises: a function generator receiving indications on the rotation speed of the low pressure turbine and on the effective temperature at the outlet of said turbine and supplying a set temperature correction value as a function of said indications and according to a determined program law, an adder receiving an indication on the value of the given setpoint temperature and capable of being temporarily connected to said function generator to receive said correction value, said adder providing the control system with the corrected value of the setpoint temperature to be taken account, and means making it possible to temporarily connect said function generator to said adder as a function of conditions of use of said turbomachine.
  • Said means making it possible to temporarily connect said function generator to said adder include: a switch enabling said function generator to be connected to said adder, a timer enabling said switch to be actuated for a predetermined time, a first NHP high-speed body rotation speed indicator connected to said timer via an AND gate and providing a signal when said rotation speed is greater than a first determined percentage of its maximum speed, and a second body rotation speed indicator high pressure connected to said AND gate via a memory and providing said memory with an activation signal when said rotation speed is less than a second determined percentage of its rotation speed, said second percentage being less than said first percentage, said memory being further connected to said timer so that the latter can deactivate it when it is engaged, and in that said AND gate provides the timer with an activation signal when it receives a signal from the first speed indicator and when , at the same time, the memory is activated.
  • the first speed indicator provides a signal when the rotation speed of the high pressure body is greater than 90% of its maximum speed, which occurs when the pilot displays the control system of the turbomachine at full throttle.
  • the second speed indicator provides a memory activation signal when the rotation speed of the high pressure body is less than 80% of its maximum speed. This low speed is rarely obtained in cruise control of the aircraft. It is generally only obtained during the approach phases of an aerodrome.
  • the proposed device makes it possible to increase, automatically, the thrust of the turbomachine, in poor flight conditions, because it takes into account the mechanical and thermal parameters of the turbomachine.
  • the program law of the function generator is established so that the function generator provides a correction value which is between a maximum value corresponding to the most unfavorable flight conditions so as to avoid overheating of the turbomachine, and a value zero corresponding to the optimal operating conditions of the turbine at high speed.
  • the system On takeoff, the system will be active from the first acceleration of the turbomachine, the speed of rotation of the high pressure body of the turbomachine then being equal to or greater than 90% of the maximum speed.
  • the device will then only be exceptionally reactivated in flight because the rotation regime of the high pressure body rarely drops below the 80% threshold which has been set for its rearmament.
  • the device will be operational again as soon as the rotation regime of the high pressure body exceeds the threshold of 80% of the maximum regime.
  • the operating conditions of the device are identical to the conditions of the approach and landing.
  • FIG. 1 shows the curves C1 and C2 of this temperature T as a function of the duration D which has elapsed since the temperature setting up of the turbomachine.
  • Curve C1 corresponds to an ambient temperature TA of 15 ° C
  • curve C2 corresponds to an ambient temperature TA of 40 ° C.
  • This lack of temperature causes a lack of thrust from the turbomachine when the ambient temperature TA is high and when the engine is cold. This unfavorable situation occurs in particular during the takeoff of the airplane and during the approach or landing, in other words at the time when it is necessary to be able to obtain the maximum thrust.
  • the object of the present invention is to provide an automatic device integrated in the turbomachine regulation system which allows, without pilot action and without special control device, to increase the temperature T in front of the turbine for a predetermined period, and depending on the flight conditions, so as to improve the thrust of the turbomachine during this predetermined period.
  • the principle of the invention consists in temporarily increasing the set temperature T7 according to a preset program law and during this predetermined duration.
  • the temperature curve C2 T is again shown in front of the turbine as a function of the time D to warm up for an ambient temperature TA equal to 40 ° C. and for a set temperature T7 behind the given turbine and constant.
  • Curve C3 represents the temperature curve T in front of the turbine which is obtained by increasing the set temperature T7 by a constant value V7. A temperature T is then obtained which is significantly higher than the maximum temperature TM, which can lead to dangerous overheating of the turbomachine.
  • the curve C4 is obtained using a program law which makes it possible to increase the set temperature T7 behind the turbine by a correction value VC which, on the one hand, is limited to a maximum correction value VCM under the most more unfavorable to avoid overheating of the turbomachine, and which, on the other hand, is a function of the parameters kinematics and thermal of the turbines and decreases as one approaches the optimal values of these parameters at full speed.
  • the parameters chosen are the rotation speed of the low pressure turbine NBP and the effective temperature TE7 at the outlet of the low pressure turbine.
  • FIG. 3 shows the shape of the curve C5 representing the value of the correction VC as a function of a parameter P proportional to the rotation speed NBP and inversely proportional to the square root of the effective temperature TE7 at the outlet of the low turbine pressure.
  • This curve shows that, up to the value P1 of the parameter P, the value of the correction VC to be applied is constant and equal to VCM. This corresponds to a cold turbomachine. Then the correction value decreases between the values of the parameter P between P1 and P2. Finally, from the value P2, which corresponds to a hot engine and to the ideal operating conditions of the turbomachine, the temperatures being stabilized, the value of the correction VC is equal to 0.
  • FIG. 4 shows the block diagram of the device 1 of the invention which makes it possible to automatically compensate for the temperature at the inlet of the turbine in poor flight conditions.
  • This device 1 essentially comprises a function generator 2 which receives indications on the rotation speed NBP of the low pressure turbine and on the effective temperature TE7 at the outlet of the low pressure turbine and which supplies as output the temperature correction value.
  • VC function of the program law corresponding to curve C5 of FIG. 3.
  • the rotation speed NBP of the low pressure turbine is provided by a rotation speed meter 3.
  • the temperature at the outlet of the low pressure turbine is measured by a temperature sensor 4.
  • the correction value obtained VC is introduced, under certain conditions of use of the turbomachine explained below, in an adder 5 which also receives as input an indication of the value of the normal set temperature T7 displayed in the turbomachine regulation system and supplied by a device 6.
  • the adder 5 outputs a signal corresponding to the value of a corrected setpoint temperature TC which is taken into account by the turbomachine regulation system to regulate the latter.
  • the device 1 further comprises means 8 making it possible to apply the correction value VC to the adder 6 under certain conditions of use of the aircraft, in particular at takeoff and in the approach and landing phases.
  • These means 8 essentially comprise a timer 9 which actuates a switch 10 making it possible to connect the function generator 2 and the adder 6, so that the latter receives, as input, the value of the correction VC from the function generator 2, for a predetermined duration which can be for example 150 seconds.
  • the timer 9 is triggered by an AND gate 11.
  • the AND gate 11 is connected, on the one hand, to a first speed indicator 12, which provides a signal when the rotation speed of the high pressure NHP body is greater than 90% of its maximum speed, and, on the other hand, to a memory 13 which provides a signal when it is activated.
  • the memory 13 is connected to a second speed indicator 14 which activates the memory 13 when the rotation speed of the high pressure NHP body is less than 80%.
  • the memory 13 is also connected to the output of the timer 9 in order to deactivate the memory 13 as soon as the timer 9 is triggered.
  • the device 1 is operating when the rotation speed of the high-pressure NHP body is less than 80% of its maximum speed and remains operating until the timer 9 is started. Triggering occurs only if the rotation speed of the NHP high pressure body is greater than 90% of its maximum speed.
  • the device 1 is thus operational from the first ramp-up of the turbomachine, which occurs when the aircraft takes off. In cruising mode, the device 1 is generally ineffective because the rotation regime of the NHP high pressure body only very rarely drops below 80% of its maximum speed.
  • the device When approach phase of an aerodrome, the device will again operate when the rotation speed of the NHP high pressure body will drop below 80% of its maximum speed and will be put into action as soon as the pilot goes around, the speed of rotation of the NHP high pressure body then becoming greater than 90% of its maximum speed.
  • the corrected setpoint temperature TC supplied by the adder 5 is equal to the normal setpoint temperature T7.
  • the correction value VC supplied by the function generator 2 is zero.

Description

La présente invention concerne la régulation d'une turbomachine d'aviation.The present invention relates to the regulation of an aviation turbomachine.

Elle concerne plus précisément un dispositif compensateur de température devant la turbine à haute pression d'une turbomachine d'aviation à deux corps, destiné à augmenter automatiquement et temporairement la poussée de ladite turbomachine dans de mauvaises conditions de vol, notamment à température ambiante élevée et à moteur froid, ladite turbomachine étant régulée à température de consigne constante derrière la turbine à basse pression par un système de régulation.It relates more precisely to a temperature compensating device in front of the high pressure turbine of an aviation turbomachine with two bodies, intended to automatically and temporarily increase the thrust of said turbomachine in poor flight conditions, in particular at high ambient temperature and with a cold engine, said turbomachine being regulated at a constant set temperature behind the low pressure turbine by a regulation system.

Dans une turbomachine régulée à température derrière la turbine constante, la poussée est normalement maximale lorsque le pilote met le système de commande de la turbomachine au plein gaz. Or on constate un manque de poussée lorsque la turbomachine est froide et/ou lorsque la température ambiante est élevée. Ceci se produit en particulier au décollage et dans les phases d'approche, c'est-à-dire au moment où le pilote a besoin de la poussée maximale. Ce manque de poussée est dû au fait qu'il y a une température insuffisante devant la turbine lors de la mise en puissance de la turbomachine et ce manque de température devant la turbine est d'autant plus grand que la température ambiante est élevée ou que le moteur est thermiquement froid.In a turbomachine regulated at temperature behind the constant turbine, the thrust is normally maximum when the pilot puts the control system of the turbomachine at full throttle. However, there is a lack of thrust when the turbomachine is cold and / or when the ambient temperature is high. This occurs in particular during takeoff and during the approach phases, that is to say when the pilot needs the maximum thrust. This lack of thrust is due to the fact that there is an insufficient temperature in front of the turbine during the powering up of the turbomachine and this lack of temperature in front of the turbine is all the greater as the ambient temperature is high or as the engine is thermally cold.

On connaît un dispositif de régulation de turbine à gaz qui permet de rectifier la valeur de la température de consigne lorsque la température ambiante est élevée. FR-A-2 173 143 décrit une telle installation de régulation qui comporte un générateur de fonction 37, représenté en détail sur la figure 3 de ce document, qui fournit une loi de correction fonction du rapport de la vitesse de rotation de la turbine à gaz à la racine carrée de la température ambiante. L'inconvénient de cette structure est qu'elle ne permet pas de tenir compte de l'état thermique de la machine lors de sa montée en puissance, ce qui est particulièrement important pour un aéronef lors de la phase de décollage lorsque la turbomachine est encore froide.A gas turbine regulating device is known which makes it possible to correct the value of the set temperature when the ambient temperature is high. FR-A-2 173 143 describes such a regulation installation which comprises a function generator 37, shown in detail in FIG. 3 of this document, which provides a correction law which is a function of the ratio of the speed of rotation of the turbine to gas at the square root of room temperature. The disadvantage of this structure is that it does not take into account the thermal state of the machine during its ramp-up, which is particularly important for an aircraft during the take-off phase when the turbomachine is still cold.

Le but de la présente invention est de proposer un dispositif compensateur du type mentionné qui soit intégré dans le système de régulation de la turbomachine et qui permette d'améliorer automatiquement la poussée de la turbomachine lorsque celle-ci est froide et/ou lorsque la température ambiante est élevée.The object of the present invention is to provide a compensating device of the type mentioned which is integrated into the turbomachine regulation system and which makes it possible to automatically improve the thrust of the turbomachine when it is cold and / or when the temperature ambient is high.

Le but est atteint par le fait que le dispositif de l'invention est caractérisé en ce qu'il comporte :
   un générateur de fonction recevant des indications sur le régime de rotation de la turbine basse pression et sur la température effective à la sortie de ladite turbine et fournissant une valeur de correction de température de consigne en fonction desdites indications et selon une loi-programme déterminée,
   un additionneur recevant une indication sur la valeur de la température de consigne donnée et susceptible d'être relié temporairement audit générateur de fonction pour recevoir ladite valeur de correction, ledit additionneur fournissant au système de régulation la valeur corrigée de la température de consigne à prendre à compte, et
   des moyens permettant de relier temporairement ledit générateur de fonction audit additionneur en fonction de conditions d'utilisation de ladite turbomachine.The object is achieved by the fact that the device of the invention is characterized in that it comprises:
a function generator receiving indications on the rotation speed of the low pressure turbine and on the effective temperature at the outlet of said turbine and supplying a set temperature correction value as a function of said indications and according to a determined program law,
an adder receiving an indication on the value of the given setpoint temperature and capable of being temporarily connected to said function generator to receive said correction value, said adder providing the control system with the corrected value of the setpoint temperature to be taken account, and
means making it possible to temporarily connect said function generator to said adder as a function of conditions of use of said turbomachine.

Lesdits moyens permettant de relier temporairement ledit générateur de fonction audit additionneur comportent :
   un interrupteur permettant de relier ledit générateur de fonction audit additionneur,
   un temporisateur permettant d'actionner ledit interrupteur pendant un temps prédéterminé,
   un premier indicateur de régime de rotation du corps haute pression NHP relié audit temporisateur par l'intermédiaire d'une porte ET et fournissant un signal lorsque ledit régime de rotation est supérieur à un premier pourcentage déterminé de son régime maximum, et
   un deuxième indicateur de régime de rotation du corps haute pression relié à ladite porte ET par l'intermédiaire d'une mémoire et fournissant à ladite mémoire un signal d'activation lorsque ledit régime de rotation est inférieur à un deuxième pourcentage déterminé de son régime de rotation, ledit deuxième pourcentage étant inférieur audit premier pourcentage,
ladite mémoire étant de plus reliée audit temporisateur pour que celui-ci puisse la désactiver lorsqu'il est enclenché, et en ce que ladite porte ET fournit au temporisateur un signal d'enclenchement lorsqu'il reçoit un signal du premier indicateur de régime et lorsque, en même temps, la mémoire est activée.Said means making it possible to temporarily connect said function generator to said adder include:
a switch enabling said function generator to be connected to said adder,
a timer enabling said switch to be actuated for a predetermined time,
a first NHP high-speed body rotation speed indicator connected to said timer via an AND gate and providing a signal when said rotation speed is greater than a first determined percentage of its maximum speed, and
a second body rotation speed indicator high pressure connected to said AND gate via a memory and providing said memory with an activation signal when said rotation speed is less than a second determined percentage of its rotation speed, said second percentage being less than said first percentage,
said memory being further connected to said timer so that the latter can deactivate it when it is engaged, and in that said AND gate provides the timer with an activation signal when it receives a signal from the first speed indicator and when , at the same time, the memory is activated.

De préférence, le premier indicateur de régime fournit un signal lorsque le régime de rotation du corps haute pression est supérieur à 90% de son régime maximum, ce qui se produit lorsque le pilote affiche le système de commande de la turbomachine au plein gaz.Preferably, the first speed indicator provides a signal when the rotation speed of the high pressure body is greater than 90% of its maximum speed, which occurs when the pilot displays the control system of the turbomachine at full throttle.

Avantageusement, le deuxième indicateur de régime fournit un signal d'activation de la mémoire lorsque le régime de rotation du corps haute pression est inférieur à 80% de son régime maximum. Ce bas régime est rarement obtenu en régie de croisière de l'aéronef. On ne l'obtient en général que lors des phases d'approche d'un aérodrome.Advantageously, the second speed indicator provides a memory activation signal when the rotation speed of the high pressure body is less than 80% of its maximum speed. This low speed is rarely obtained in cruise control of the aircraft. It is generally only obtained during the approach phases of an aerodrome.

Le dispositif proposé permet d'augmenter, de façon automatique, la poussée de la turbomachine, dans les mauvaises conditions de vol, car il tient compte des paramètres mécaniques et thermiques de la turbomachine. La loi programme du générateur de fonction est établie de telle manière que le générateur de fonction fournisse une valeur de correction qui est comprise entre une valeur maximale correspondant aux conditions de vol les plus défavorables de manière à éviter une surchauffe de la turbomachine, et une valeur nulle correspondant aux conditions de fonctionnement optimales de la turbine à haut régime.The proposed device makes it possible to increase, automatically, the thrust of the turbomachine, in poor flight conditions, because it takes into account the mechanical and thermal parameters of the turbomachine. The program law of the function generator is established so that the function generator provides a correction value which is between a maximum value corresponding to the most unfavorable flight conditions so as to avoid overheating of the turbomachine, and a value zero corresponding to the optimal operating conditions of the turbine at high speed.

Au décollage, le système sera actif dès la première accélération de la turbomachine, le régime de rotation du corps haute pression de la turbomachine étant alors égal ou supérieur à 90% du régime maximum. Le dispositif ne sera ensuite qu'exceptionnellement réactivé en vol car le régime de rotation du corps haute pression descend rarement au-dessous du seuil de 80% qui a été fixé pour son réarmement.On takeoff, the system will be active from the first acceleration of the turbomachine, the speed of rotation of the high pressure body of the turbomachine then being equal to or greater than 90% of the maximum speed. The device will then only be exceptionally reactivated in flight because the rotation regime of the high pressure body rarely drops below the 80% threshold which has been set for its rearmament.

Lors de la phase d'approche ou lors de l'atterrissage, le dispositif sera de nouveau opérationnel dès que le régime de rotation du corps haute pression repasse le seuil de 80% du régime maximum.During the approach phase or during the landing, the device will be operational again as soon as the rotation regime of the high pressure body exceeds the threshold of 80% of the maximum regime.

Lors des exercices de "touch and go", les conditions de fonctionnement du dispositif sont identiques aux conditions de l'approche et de l'atterrissage.During the "touch and go" exercises, the operating conditions of the device are identical to the conditions of the approach and landing.

D'autres avantages et caractéristiques de l'invention ressortiront à la lecture de la description suivante faite à titre d'exemple et en référence au dessin annexé dans lequel :

  • la figure 1 montre les courbes de la température devant la turbine en fonction de la durée de mise en température de la turbomachine pour différentes températures ambiantes dans une turbomachine régulée à température derrière la turbine constante,
  • la figure 2 montre les courbes de la température devant la turbine, pour une température ambiante donnée et pour différentes températures de consigne derrière la turbine,
  • la figure 3 montre la courbe de la loi programme donnant la valeur de correction de la température de consigne en fonction du régime de rotation de la turbine basse pression NBP et de la température effective TE7 derrière ladite turbine, et
  • la figure 4 représente le schéma du dispositif de l'invention.
Other advantages and characteristics of the invention will emerge on reading the following description given by way of example and with reference to the appended drawing in which:
  • FIG. 1 shows the curves of the temperature in front of the turbine as a function of the duration for which the turbomachine warms up for different ambient temperatures in a turbomachine regulated at temperature behind the constant turbine,
  • FIG. 2 shows the temperature curves in front of the turbine, for a given ambient temperature and for different set temperatures behind the turbine,
  • FIG. 3 shows the curve of the program law giving the correction value of the set temperature as a function of the rotation speed of the low pressure turbine NBP and the effective temperature TE7 behind said turbine, and
  • FIG. 4 represents the diagram of the device of the invention.

Lors de la montée en puissance d'une turbomachine d'aviation à deux corps régulée à température de consigne T7 derrière la turbine basse pression constante, il faut un certain temps pour que la température T devant les turbines soit stabilisée à sa valeur maximale TM. La figure 1 montre les courbes C1 et C2 de cette température T en fonction de la durée D qui s'est écoulée depuis la mise en température de la turbomachine. La courbe C1 correspond à une température ambiante TA de 15°C et la courbe C2 correspond à une température ambiante TA de 40°C. Ces courbes C1 et C2 montrent que le manque de température devant la turbine, c'est-à-dire l'écart entre TM et T, est d'autant plus grand que la température ambiante TA est élevée, et que ce manque de température diminue lorsque la durée D augmente. Ce manque de température entraîne un manque de poussée de la turbomachine lorsque la température ambiante TA est élevée et lorsque le moteur est froid. Cette situation défavorable se produit en particulier lors du décollage de l'avion et lors de l'approche ou atterrissage, autrement dit au moment où il est nécessaire de pouvoir obtenir la poussée maximum.During the ramp-up of an aviation turbomachine with two bodies regulated at set temperature T7 behind the constant low pressure turbine, it takes a certain time for the temperature T in front of the turbines to stabilize at its maximum value TM. FIG. 1 shows the curves C1 and C2 of this temperature T as a function of the duration D which has elapsed since the temperature setting up of the turbomachine. Curve C1 corresponds to an ambient temperature TA of 15 ° C and curve C2 corresponds to an ambient temperature TA of 40 ° C. These curves C1 and C2 show that the lack of temperature in front of the turbine, that is to say the difference between TM and T, is all the greater the higher the ambient temperature TA, and that this lack of temperature decreases when the duration D increases. This lack of temperature causes a lack of thrust from the turbomachine when the ambient temperature TA is high and when the engine is cold. This unfavorable situation occurs in particular during the takeoff of the airplane and during the approach or landing, in other words at the time when it is necessary to be able to obtain the maximum thrust.

Le but de la présente invention est de proposer un dispositif automatique intégré dans le système de régulation de la turbomachine qui permette, sans action du pilote et sans appareil de commande spécial, d'augmenter la température T devant la turbine pendant une durée prédéterminée, et en fonction des conditions de vol, de manière à améliorer la poussée de la turbomachine pendant cette durée prédéterminée.The object of the present invention is to provide an automatic device integrated in the turbomachine regulation system which allows, without pilot action and without special control device, to increase the temperature T in front of the turbine for a predetermined period, and depending on the flight conditions, so as to improve the thrust of the turbomachine during this predetermined period.

Le principe de l'invention consiste à augmenter temporairement la température de consigne T7 en fonction d'une loi programme préétablie et pendant cette durée prédéterminée.The principle of the invention consists in temporarily increasing the set temperature T7 according to a preset program law and during this predetermined duration.

Sur la figure 2 on a de nouveau représente la courbe C2 de température T devant la turbine en fonction de la durée D de mise en température pour une température ambiante TA égale à 40°C et pour une température de consigne T7 derrière la turbine donnée et constante. La courbe C3 représente la courbe de la température T devant la turbine que l'on obtient en augmentant la température de consigne T7 d'une valeur constante V7. On obtient alors une température T qui est nettement supérieure à la température maximum TM, ce qui peut entraîner une surchauffe dangeureuse de la turbomachine. La courbe C4 est obtenue en utilisant une loi programme qui permet d'augmenter la température de consigne T7 derrière la turbine d'une valeur de correction VC qui, d'une part, est limitée à une valeur de correction maximum VCM dans les conditions les plus défavorables pour éviter une surchauffe de la turbomachine, et qui, d'autre part, est fonction des paramètres cinématiques et thermiques des turbines et décroît au fur et à mesure que l'on se rapproche des valeurs optimales de ces paramètres à plein régime. Les paramètres choisis sont la vitesse de rotation de la turbine basse pression NBP et la température effective TE7 à la sortie de la turbine basse pression.In FIG. 2, the temperature curve C2 T is again shown in front of the turbine as a function of the time D to warm up for an ambient temperature TA equal to 40 ° C. and for a set temperature T7 behind the given turbine and constant. Curve C3 represents the temperature curve T in front of the turbine which is obtained by increasing the set temperature T7 by a constant value V7. A temperature T is then obtained which is significantly higher than the maximum temperature TM, which can lead to dangerous overheating of the turbomachine. The curve C4 is obtained using a program law which makes it possible to increase the set temperature T7 behind the turbine by a correction value VC which, on the one hand, is limited to a maximum correction value VCM under the most more unfavorable to avoid overheating of the turbomachine, and which, on the other hand, is a function of the parameters kinematics and thermal of the turbines and decreases as one approaches the optimal values of these parameters at full speed. The parameters chosen are the rotation speed of the low pressure turbine NBP and the effective temperature TE7 at the outlet of the low pressure turbine.

La figure 3 montre l'allure de la courbe C5 représentant la valeur de la correction VC en fonction d'un paramètre P proportionnel au régime de rotation NBP et inversement proportionnel à la racine carrée de la température effective TE7 à la sortie de la turbine basse pression. Cette courbe montre que, jusqu'à la valeur P1 du paramètre P, la valeur de la correction VC à appliquer est constante et égale à VCM. Ceci correspondant à une turbomachine froide. Ensuite la valeur de correction est décroissante entre les valeurs du paramètre P comprises entre P1 et P2. Enfin à partir de la valeur P2, qui correspond à un moteur chaud et aux conditions de fonctionnement idéales de la turbomachine, les températures étant stabilisées, la valeur de la correction VC est égale à 0.FIG. 3 shows the shape of the curve C5 representing the value of the correction VC as a function of a parameter P proportional to the rotation speed NBP and inversely proportional to the square root of the effective temperature TE7 at the outlet of the low turbine pressure. This curve shows that, up to the value P1 of the parameter P, the value of the correction VC to be applied is constant and equal to VCM. This corresponds to a cold turbomachine. Then the correction value decreases between the values of the parameter P between P1 and P2. Finally, from the value P2, which corresponds to a hot engine and to the ideal operating conditions of the turbomachine, the temperatures being stabilized, the value of the correction VC is equal to 0.

La figure 4 montre le schéma de principe du dispositif 1 de l'invention qui permet de compenser automatiquement la température à l'entrée de la turbine dans les mauvaises conditions de vol.FIG. 4 shows the block diagram of the device 1 of the invention which makes it possible to automatically compensate for the temperature at the inlet of the turbine in poor flight conditions.

Ce dispositif 1 comporte essentiellement un générateur de fonction 2 qui reçoit des indications sur le régime de rotation NBP de la turbine basse pression et sur la température effective TE7 à la sortie de la turbine basse pression et qui fournit en sortie la valeur de correction de température VC fonction de la loi programme correspondant à la courbe C5 de la figure 3. Le régime de rotation NBP de la turbine basse pression est fourni par un mesureur de vitesse de rotation 3. La température à la sortie de la turbine basse pression est mesurée par un capteur de température 4. La valeur de correction obtenue VC est introduite, dans certaines conditions d'utilisation de la turbomachine explicitées plus loin, dans un additionneur 5 qui reçoit également en entrée une indication sur la valeur de la température de consigne normale T7 affichée dans le système de régulation de la turbomachine et fournie par un dispositif 6. L'additionneur 5 émet en sortie un signal correspondant à la valeur d'une température de consigne corrigée TC qui est prise en compte par le système de régulation de la turbomachine pour réguler celle-ci.This device 1 essentially comprises a function generator 2 which receives indications on the rotation speed NBP of the low pressure turbine and on the effective temperature TE7 at the outlet of the low pressure turbine and which supplies as output the temperature correction value. VC function of the program law corresponding to curve C5 of FIG. 3. The rotation speed NBP of the low pressure turbine is provided by a rotation speed meter 3. The temperature at the outlet of the low pressure turbine is measured by a temperature sensor 4. The correction value obtained VC is introduced, under certain conditions of use of the turbomachine explained below, in an adder 5 which also receives as input an indication of the value of the normal set temperature T7 displayed in the turbomachine regulation system and supplied by a device 6. The adder 5 outputs a signal corresponding to the value of a corrected setpoint temperature TC which is taken into account by the turbomachine regulation system to regulate the latter.

Le dispositif 1 comporte de plus des moyens 8 permettant d'appliquer la valeur de correction VC à l'additionneur 6 dans certaines conditions d'utilisation de l'avion, en particulier au décollage et dans les phases d'approche et d'atterrissage.The device 1 further comprises means 8 making it possible to apply the correction value VC to the adder 6 under certain conditions of use of the aircraft, in particular at takeoff and in the approach and landing phases.

Ces moyens 8 comportent essentiellement une temporisateur 9 qui actionne un interrupteur 10 permettant de relier le générateur de fonction 2 et l'additionneur 6, pour que celui-ci reçoive, en entrée, la valeur de la correction VC issue du générateur de fonction 2, pendant une durée prédéterminée qui peut être par exemple de 150 secondes.These means 8 essentially comprise a timer 9 which actuates a switch 10 making it possible to connect the function generator 2 and the adder 6, so that the latter receives, as input, the value of the correction VC from the function generator 2, for a predetermined duration which can be for example 150 seconds.

Le temporisateur 9 est déclenché par une porte ET 11. La porte ET 11 est reliée, d'une part, à un premier indicateur de régime 12, qui fournit un signal lorsque le régime de rotation du corps haute pression NHP est supérieur à 90% de son régime maximum, et, d'autre part, à une mémoire 13 qui fournit un signal lorsqu'elle est activée. La mémoire 13 est reliée à un deuxième indicateur de régime 14 qui active la mémoire 13 lorsque le régime de rotation du corps haute pression NHP est inférieure à 80%. La mémoire 13 est également reliée à la sortie du temporisateur 9 dans le but de désactiver la mémoire 13 dès le déclenchement du temporisateur 9.The timer 9 is triggered by an AND gate 11. The AND gate 11 is connected, on the one hand, to a first speed indicator 12, which provides a signal when the rotation speed of the high pressure NHP body is greater than 90% of its maximum speed, and, on the other hand, to a memory 13 which provides a signal when it is activated. The memory 13 is connected to a second speed indicator 14 which activates the memory 13 when the rotation speed of the high pressure NHP body is less than 80%. The memory 13 is also connected to the output of the timer 9 in order to deactivate the memory 13 as soon as the timer 9 is triggered.

Grâce à cette disposition, le dispositif 1 est opérant lorsque le régime de rotation du corps haute pression NHP est inférieur à 80% de son régime maximum et reste opérant jusqu'à ce que le temporisateur 9 soit déclenché. Le déclenchement ne se produit que si le régime de rotation du corps haute pression NHP est supérieur à 90% de son régime maximum. Le dispositif 1 est ainsi opérationnel dès la première montée en régime de la turbomachine, ce qui se produit au décollage de l'aéronef. En régime de croisière, le dispositif 1 est en général inopérant car le régime de rotation du corps haute pression NHP ne descend que très rarement en dessous de 80% de son régime maximum. Lors de la phase d'approche d'un aérodrome, le dispositif sera de nouveau opérant lorsque le régime de rotation du corps haute pression NHP descendra en dessous de 80% de son régime maximum et se mettra en action dès que le pilote remettra les gaz, le régime de rotation du corps haute pression NHP devenant alors supérieur à 90% de son régime maximum.Thanks to this arrangement, the device 1 is operating when the rotation speed of the high-pressure NHP body is less than 80% of its maximum speed and remains operating until the timer 9 is started. Triggering occurs only if the rotation speed of the NHP high pressure body is greater than 90% of its maximum speed. The device 1 is thus operational from the first ramp-up of the turbomachine, which occurs when the aircraft takes off. In cruising mode, the device 1 is generally ineffective because the rotation regime of the NHP high pressure body only very rarely drops below 80% of its maximum speed. When approach phase of an aerodrome, the device will again operate when the rotation speed of the NHP high pressure body will drop below 80% of its maximum speed and will be put into action as soon as the pilot goes around, the speed of rotation of the NHP high pressure body then becoming greater than 90% of its maximum speed.

A noter que lorsque le temporisateur 9 n'est pas déclenché, la température de consigne corrigée TC fournie par l'additionneur 5 est égale à la température de consigne normale T7. De plus, si les conditions de vol sont favorables, c'est-à-dire si la température ambiante TO est faible, et le moteur chaud, la valeur de correction VC fournie par le générateur de fonction 2 est nulle.Note that when the timer 9 is not started, the corrected setpoint temperature TC supplied by the adder 5 is equal to the normal setpoint temperature T7. In addition, if the flight conditions are favorable, that is to say if the ambient temperature TO is low, and the engine is hot, the correction value VC supplied by the function generator 2 is zero.

Claims (7)

  1. Compensator device for temperature in front of the high-pressure turbine of an aviation twin-spool turbine engine, intended automatically and temporarily to augment the thrust from the said turbine engine under poor flight conditions, especially at high ambient temperature TA and with a cold engine, the said turbine engine being regulated at constant datum temperature behind the low-pressure turbine by a regulation system, characterized in that it includes:
       a function generator (2) receiving indications of the rotational speed NBP of the low-pressure turbine and of the effective temperature TE7 at the outlet from the said turbine and supplying a datum temperature correction value VC as a function of the said indications and according to a defined program law,
       an adder (5) receiving an indication of the value of the given datum temperature T7 and capable of being linked temporarily to the said function generator (2) in order to receive the said correction value VC, the said adder (5) supplying the regulation system with the corrected value of the datum temperature TC to be taken into account, and
       means (8) making it possible temporarily to link the said function generator (2) to the said adder (5) as a function of conditions of use of the said turbine engine.
  2. Device according to Claim 1 characterized in that the said means (8) making it possible temporarily to link the said function generator (2) to the said adder (5) include:
       a switch (10) making it possible to link the said function generator (2) to the said adder (5),
       a timer (9) making it possible to actuate the said switch (10) for a predetermined time,
       a first rotational speed indicator (12) for the high-pressure spool NHP linked to the said timer (9) by means of an AND gate (11) and supplying a signal when the said rotational speed NHP is higher than a first defined percentage of its maximum speed, and
       a second rotational speed indicator (14) for the high-pressure spool NHP linked to the said AND gate (11) by means of a memory (13) and supplying the said memory (13) with an activation signal when the said rotational speed NHP is lower than a second defined percentage of its rotational speed, the said second percentage being lower than the said first percentage,
    the said memory (13) being moreover linked to the said timer (9) so that the latter can de-activate it when it is triggered, and in that the said AND gate (11) supplies the timer (9) with a triggering signal when it receives a signal from the first speed indicator (12) and when, at the same time, the memory (13) is activated.
  3. Device according to Claim 2 characterized in that the first speed indicator (12) supplies a signal when the rotational speed of the high-pressure spool NHP is higher than 90% of its maximum speed.
  4. Device according to either of Claims 2 or 3 characterized in that the second speed indicator (14) supplies an activation signal to the memory (13) when the rotational speed of the high-pressure spool NHP is lower than 80% of its maximum speed.
  5. Device according to any one of Claims 2 to 4, characterized in that the timer (9) actuates the switch (10) for a predetermined time close to 150 seconds.
  6. Device according to any one of Claims 1 to 5, characterized in that the program law of the function generator (2) supplies a correction value (VC) for the datum temperature T7 which is limited to a maximum correction value VCM.
  7. Device according to Claim 6 characterized in that the maximum correction value VCM is close to 15°C.
EP91402245A 1990-08-16 1991-08-14 Aviation turboengine control responsive to temperature before turbine Expired - Lifetime EP0471623B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9010375A FR2665927B1 (en) 1990-08-16 1990-08-16 TEMPERATURE COMPENSATOR DEVICE IN FRONT OF THE TURBINE OF AN AVIATION TURBOMACHINE.
FR9010375 1990-08-16

Publications (2)

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EP0471623A1 EP0471623A1 (en) 1992-02-19
EP0471623B1 true EP0471623B1 (en) 1993-12-08

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EP91402245A Expired - Lifetime EP0471623B1 (en) 1990-08-16 1991-08-14 Aviation turboengine control responsive to temperature before turbine

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EP (1) EP0471623B1 (en)
DE (1) DE69100743T2 (en)
FR (1) FR2665927B1 (en)

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DE19523845C2 (en) * 1995-06-30 2002-08-01 Mtu Aero Engines Gmbh Method and arrangement for regulating the fuel supply for engines
US6834226B2 (en) * 2002-09-13 2004-12-21 Elliott Energy Systems, Inc. Multiple control loop acceleration of turboalternator after reaching self-sustaining speed previous to reaching synchronous speed
US7549292B2 (en) * 2005-10-03 2009-06-23 General Electric Company Method of controlling bypass air split to gas turbine combustor
US8535140B2 (en) * 2007-12-21 2013-09-17 Cfph, Llc System and method for providing a baccarat game based on financial market indicators
FR2990002B1 (en) 2012-04-27 2016-01-22 Snecma TURBOMACHINE COMPRISING A MONITORING SYSTEM COMPRISING A TURBOMACHINE PROTECTIVE FUNCTION ENGAGEMENT MODULE AND MONITORING METHOD
US10801361B2 (en) 2016-09-09 2020-10-13 General Electric Company System and method for HPT disk over speed prevention
US11158140B2 (en) 2019-03-19 2021-10-26 General Electric Company Signal response monitoring for turbine engines

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US3667218A (en) * 1970-03-27 1972-06-06 Gen Electric Gas turbine temperature adaptive control
DE2208040C3 (en) * 1972-02-21 1979-05-23 Robert Bosch Gmbh, 7000 Stuttgart Control circuit for the process temperature of a gas turbine
US3902315A (en) * 1974-06-12 1975-09-02 United Aircraft Corp Starting fuel control system for gas turbine engines
US4314445A (en) * 1977-10-17 1982-02-09 Lewis Leon D Turbine engine thrust booster
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US4910956A (en) * 1988-04-28 1990-03-27 United Technologies Corporation Gas turbine overtemperature protection

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EP0471623A1 (en) 1992-02-19
FR2665927B1 (en) 1992-10-30
FR2665927A1 (en) 1992-02-21
DE69100743D1 (en) 1994-01-20
US5157918A (en) 1992-10-27
DE69100743T2 (en) 1994-05-11

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